Power BI and Bus Safety Data

Keith Prince: Further to the information you provided in your response to question 2021/3883, please provide me copies of emails, memorandums or handwritten notes justifying TfL’s business case for shifting publication of its Quarterly Bus Safety Data from Excel format to Power BI format.

The Mayor: Your previous question to me on this topic, question 2021/3883, asked that you be provided “with the emails, decision memorandums and meeting agendas associated with Transport for London’s (TfL’s) decision to remove downloadable quarterly bus safety data spreadsheets from its website”. My response to that question included copies of relevant emails and other associated documentation relating to this decision.
A further search for the documentation you request has been carried out and consequently, the attached slide has been identified which sets out the benefits of the change. Some sentences are redacted as they refer to the wider business context not pertinent to the change in format. TfL confirms that there are no other documents relevant to your request other than those given to you in this response and in my response to my Mayor’s question 2021/3883.
Myresponses to 2021/3885 and 2021/4506 sets out the benefits of making this change in reporting format.

The Mayor: 0152 Power BI and Bus Safety Data- Attachment.docx

60+ London Oyster Photocard

Onkar Sahota: The temporary changes to the Older Person's Freedom Pass and 60+ London Oyster photocard during the morning peak were introduced in June 2020, as a condition of Transport for London’s funding agreement with the Government. What is the likelihood of these temporary changes being retained in the longer term, considering the impact on older people and the foregone income associated with providing free travel before 9am?

The Mayor: Following the devastating impact of the pandemic on passenger numbers using the transport network and the corresponding drop in revenue, the Government has agreed short-term emergency funding agreements with Transport for London (TfL). As a condition of this temporary funding, the Mayor is required by Government to develop measures to raise additional funds for TfL.
To this end, a number of changes to fares and ticketing are being considered. They include considering whether or not to permanently restrict the use of the Older Persons’ Freedom Pass and the 60+ London Oyster photocard to after 09:00 – a measure temporarily introduced during the pandemic - and whether or not to increase the age of eligibility for the 60+ London Oyster photocard.
No decisions have been made, and any proposals that are progressed will be subject to equality impact assessment and stakeholder engagement as appropriate.

Process of Selecting a New Met Commissioner

Caroline Pidgeon: Would you support changes to the way future Met Commissioners are selected so that the Mayor of London and the London Assembly Police and Crime Committee have a formal role to play in the process?

The Mayor: As London Mayor I already have a formal role to play in the process to appoint the Met Commissioner. But unlike other Police and Crime Commissioners across the country, I do not directly appoint him or her. The Met Commissioner is appointed by the Home Secretary, who must have ‘due regard’ for my views.
The recruitment process is being actively discussed with the Home Office. It is our shared ambition that the appointment process for the next Commissioner is as robust as possible and that we actively attract the best talent to this pivotal role. Strong and decisive leadership will be required to restore public confidence and we are committed to selecting the right leader for the Met and for Londoners. I will continue to work closely with the Home Secretary to appoint a new Commissioner so that we can move quickly to restore trust in the capital’s police service while keeping our city safe.

TfL Non-permanent labour

Elly Baker: The latest Transport for London quarterly performance report outlines the number of non-permanent labour (NPL) at TfL and their weekly cost (£). Can you outline the factors that led to a fall, and then rise, in the number of NPL between March 2020 and December 2021? Why is the weekly cost of NPL higher in December 2021 compared to March 2020 when the same number of NPL are contracted to TfL?

The Mayor: At the start of the pandemic, Transport for London (TfL) undertook a root and branch review of all non-permanent labour (NPL) engagements across the organisation.
This took into account a pause in engineering projects and lower peaks in demand for other variable activities such as recruitment. This ended 248 engagements with NPL and paused another 448. As TfL ramped up its recovery, the number of NPL increased back to pre-pandemic levels.
In Quarter 3 2021/22, TfL changed its NPL supplier and this resulted in an error in calculating the cost of NPL for Quarter 3 that was given in the Quarterly Finance Report. TfL is working with the new supplier to resolve this reporting issue and aims to have the updated figure by the 15 April 2022.

Transport for London Fare Revenue Loss (2)

Caroline Pidgeon: What is Transport for London’s (TfL) estimated loss of fare revenue, incorporating displacement of extra travel on other TfL services during the RMT strike action on (a) 1 March and (b) 3 March?

The Mayor: The RMT strike action on 1 March and 3 March 2022 impacted demand across the whole week beyond the two strike days, making it difficult to isolate the effect of each strike day. Overall, Transport for London (TfL) estimates that London Underground fare revenue was around £13m lower across the week as a result of the strike, while revenue on TfL’s other modes increased by an amount in the region of £2m, resulting in a net impact of £11m.

The Mayor: The RMT strike action on 1 March and 3 March 2022 impacted demand across the whole week beyond the two strike days, making it difficult to isolate the effect of each strike day. Overall, Transport for London (TfL) estimates that London Underground fare revenue was around £13m lower across the week as a result of the strike, while revenue on TfL’s other modes increased by an amount in the region of £2m, resulting in a net impact of £11m.

GLA Group Suppliers

Tony Devenish: Can you confirm whether or not all food and beverage suppliers to the GLA Group of organisations adhere strictly to the Mayor’s 15 minute village concept or at the very least procure from London locally sourced producers?

The Mayor: At present, there is no contracted catering service within City Hall, the previous provider ended the contract earlier this year due to the impact of COVID-19.
The GLA is currently undertaking procurement to appoint a new catering services provider for the new City Hall. The scope of services sets out the GLA’s commitment to locally sourced food:
“The Service Provider shall endeavour to build seasonality into all menus. Fruit and vegetables should be seasonal and where possible locally produced. Where available, food and drinks should be sourced from London.”
The successful provider will outline their strategy regarding the local and seasonal sourcing of menu items, this will be reviewed throughout the contract.
The London Fire Brigade confirmed that their catering contractor’s produce is supplied within London.

Gatwick airport expansion (1)

Siân Berry: You have previously said that an expanded Gatwick airport would be possible without the air and noise pollution problems that Heathrow would cause. Since then, the World Health Organization (WHO) has now provided greatly reduced guideline limits for air pollution, and you have made a further commitment to a 2030 net zero pathway. Does this change your position on Gatwick?

The Mayor: We are facing a climate emergency. That is why I have declared that London should achieve net zero emissions by 2030. The aviation sector needs to play its part and not undermine our collective efforts to rapidly decarbonise.
The Committee on Climate Change (CCC) was clear in its Sixth Carbon Budget report that “there should be no net expansion of UK airport capacity unless the sector is on track to sufficiently outperform its net emissions trajectory to be able to accommodate the additional demand.” Its 2021 progress report to Parliament clearly stated that “some moderation of demand growth is likely to be required to meet the legislated emissions targets, as pre-pandemic trends in demand growth exceed what we expect can be accommodated in a Net Zero world”.
In this context, I fail to see how any airport expansion can be justified, being incompatible with achieving the UK’s net zero target.

60+ Oyster Card photocard usage before 9:00am

Caroline Pidgeon: In June 2020, Transport for London (TfL) announced that it would no longer allow passengers to use their 60+ Oyster Cards during the morning peak hours to “reduce crowding” and “help social distancing”. Further to your answer to Question 2021/3636, and with social distancing rules no longer in place, do these arguments still apply and justify the restriction on travel facing people over 60 years of age?

The Mayor: Following the removal of the Government’s COVID-19 travel restrictions, TfL is no longer required to reduce crowding in the morning peak in the same way. However, TfL cannot yet lift the restrictions on passengers using their 60+ Oyster cards during the morning peak owing to the conditions imposed by the Government in the current funding agreement with TfL.
As a condition of that agreement, we are required to develop measures to raise additional funds for Transport for London (TfL), and this includes considering whether or not to permanently restrict the use of the Older Persons’ Freedom Pass and the 60+ London Oyster photocard to after 09:00.
No decisions have been made yet, but the temporary restrictions will remain in place whilst TfL examines all possible revenue raising options, before presenting them to me for consideration.

Downing Street parties internal investigation

Caroline Russell: Metropolitan Police Service (MPS) officers were stationed at Downing Street and the Government Security Zone while parties seemingly took place in contravention of coronavirus laws. Will there be an internal review of these officers’ response to the parties, and will the review include any reasons for the delay in taking action?

The Mayor: Any internal review is an operational matter for the Metropolitan Police Service.
The public rightly expect the police to uphold the law without fear or favour no matter who that involves. I have also been clear that Londoners must be able to expect the highest standards from the Prime Minister and those around him.

TDIU 2

Susan Hall: For each year, 2015, 2016, 2017, 2018, 2019, 2020 and 2021, how many phone calls to the Telephone Digital Investigation Unit (TDIU) were terminated before answering?

The Mayor: The Metropolitan Police Service’s Contact Centre (MetCC) transfers a call to the Telephone Digital Investigation Unit (TDIU) when a reported incident does not require police deployment. This is referred to as a ‘live call transfer’.
The TDIU was formed in September 2017. As such, the MPS have provided information on live call transfers and the proportion that were missed/abandoned covering 2018 to 2021 inclusive presented in the table below.
Year
Total Calls
Calls Handled
Calls Missed/Abandoned
% of Calls presented
2018
129,364
122,787
6,577
5%
2019
105,957
99,536
6,421
6%
2020
53,462
49,962
3,500
7%
2021
36,460
34,984
1,476
4%

TfL and Overnight Works (2)

Len Duvall: Please provide a borough-by-borough breakdown of overnight roadworks undertaken either by or on behalf of TfL in 2021/22?

The Mayor: Unfortunately, Transport for London (TfL) is not able to provide a borough-by-borough breakdown of overnight roadworks undertaken either by or on behalf of TfL in 2021/22. Owing to the way in which this data is recorded as free text, it would take significant resources to analyse and extract this information manually as TfL processes tens of thousands of permits each year.
All planned works must have the approval of the relevant local authority’s environmental health office to ensure they conform with the Control of Pollution Act, also referred to as Section 61 in the New Roads and Streetworks Act.

TfL and Overnight Works (3)

Len Duvall: How can TfL reassure Londoners that it is a good neighbour who takes noise disturbance caused by overnight roadworks seriously and seeks to mitigate their effects?

The Mayor: From time to time, Transport for London (TfL) carries out works to maintain its road network in a good state of repair. TfL and its contractors take steps to ensure noise is kept to a minimum, for example through the use of noise barriers and modern equipment. However, some noise is often unavoidable. Working hours are always agreed in advance with the local borough and the noisiest works are normally undertaken before midnight, to minimise disruption to neighbouring properties. Advance notification of forthcoming works is also always undertaken.
Please also see my response to Mayor’s Question 2022/1094.

Greens End Entrance, Woolwich DLR Station (1)

Len Duvall: Constituents have raised concerned that the Greens End entrance to Woolwich DLR station is regularly shut, increasing journey times as they are forced to walk to alternative entrances instead. How many days in 2021/22 has this entrance been shut for more than 1 hour per day? Please provide a month-by-month breakdown.

The Mayor: This station entrance / exit is open to customers at all times during peak periods. The current method of operation closes the entrance between peak periods. The entrance is therefore shut every day for more than one hour.
This is due to a range of factors, which take into account the number of passengers, the security aspects relating to the location and surrounding areas, and the availability of staff to operate the station fire evacuation plan should it be required in an emergency.
Transport for London is working to improve signage at the location to provide customers with clear information about the hours of operation of the entrance.

Greens End Entrance, Woolwich DLR Station (2)

Len Duvall: I am told that the closure of this entrance is due to temporary staff shortages. Please detail how these staff shortages will be addressed.

The Mayor: In general, this entrance is open during the peak hours and closed otherwise. The entrance has, at times in the last two years, had to close during the peak periods too. This has been due to COVID-19 related absences and the need to self-isolate as per Government legislation and guidance. As we move into the summer months and hopefully out of the worse impacts of the pandemic, Transport for London expects these staffing issues to be resolved.

Greens End Entrance, Woolwich DLR Station (3)

Len Duvall: What are the long-term plans for this entrance to the station?

The Mayor: With growth in the town and the new Elizabeth line station, Transport for London (TfL) knows there will be changes to how people use the station. TfL will continue to monitor how it manages the station entrances at Woolwich Arsenal as the Elizabeth line becomes operational.

Unsolicited Brake Applications (2)

Nicholas Rogers: What does TfL believe is causing these unsolicited brake applications?

The Mayor: There are no systemic faults affecting the western boundary automatic signalling transitions. Unsuccessful transitions have been attributed to individual train and signalling faults, rectified at the time.
Transport for London (TfL) believes there are three factors contributing to the unsolicited brake applications during automatic transition at the eastern boundary.
TfL is taking the following action to address these issues:
1.Defective CBTC hardware on the infrastructure has been replaced. The health status and sensitivity of all other CBTC transmission equipment in the area of the transition is being progressively tested
2.Trains which have been more susceptible to unsuccessful transitions have been returned to the maintenance depot and inspected for hardware defects and rectified
3.A specialist WiFi consultancy has been engaged to identify sources of interference and recommend mitigation measures. This has already resulted in the changing of the public WiFi channel layout on the trains and WiFi channels used by the CBTC

Unsolicited Brake Applications (3)

Nicholas Rogers: What does TfL believe is the solution to these unsolicited brake applications?

The Mayor: Please see my response to Mayor’s Question 2022/1250

Lobbying Government about Effectiveness of Masks against Covid-19 (3)

Keith Prince: In a 9 April 2020 email from TfL to Unite the Union released in your long-delayed response to question 2020/1724, TfL clearly states that the “latest guidance from TfL is masks are not needed”, yet you made a public declaration about the effectiveness of masks against Covid-19 on 16 April 2020.

Please explain why you did not instruct TfL to correct its 9 April 2020 guidance to Unite the Union and to take further action on/or immediately after 16 April 2020 when you made your public declaration and it was fully within your statutory power (a) to distribute masks to bus drivers and make their wearing compulsory and (b) make it a “condition of carriage” for face coverings to be worn when travelling on the London transport network, as you did on 19 July 2021 after the national restrictions had been lifted?

The Mayor: For clarity, the email and quote you refer to were from some brief notes from 9 April 2020 for a meeting agenda between Transport for London (TfL) and Unite the Union, which were released as part of a Freedom of Information request, rather than formalised minutes. The FOI request can be found on the TfL website: https://tfl.gov.uk/corporate/transparency/freedom-of-information/foi-request-detail?referenceId=FOI-1586-2021).
Throughout the COVID-19 pandemic, TfL and I have followed Public Health England guidance. In April 2020, the PHE advice for non-health and non-care settings stated that “based on current evidence, there is very little scientific evidence of widespread benefit from PPE. Instead practicing good hand hygiene and social distancing are key to minimising the risk of infection”. This advice is available on the Government’s website: https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/922273/Coronavirus__COVID-19__-_personal_protective_equipment__PPE__plan.pdf
This position was further confirmed by an evidence review conducted by the London COVID-19 Scientific and Technical Advisory Cell.
During this time, a number of options were being explored on London buses to reduce the risk to drivers, and research was undertaken, which resulted in changes to the protective screens in driver cabs to minimise gaps and cover speech holes and to ensure separate supplies of fresh air for bus drivers.
Once the PHE advice on face coverings changed, TfL and the bus operators acted swiftly to provide them to colleagues.

Women Drivers on Route R2, 286 and 394 Bus Routes

Keith Prince: Following up on your response to question 2021/4900, how many women work shifts on the R2, 286 and 394 Bus Routes when access to toilets is not available.

The Mayor: Across the network around 10 per cent of bus drivers are female, and it is important that there are appropriate provisions for all drivers on all routes across the network. That is why TfL is working hard to improve the current provisions and, subject to funding, enhance what is available. Transport for London (TfL) does not believe that it is appropriate to share the information about the number of women working in each route.
Arrangements are in place for drivers to access facilities outside of the operating hours of the facilities at the end of these routes. These arrangements are outlined in my response to Mayor’s Question 2022/0146.

Lack of Toilet Facilities for Bus Drivers on Routes R2, 286 and 384.

Keith Prince: In your response to question 2021/4900 you cited “three known routes – R2 and 286 [operated by Go Ahead London] and 394 [operated by HCT London] – where access to toilets is not available for all hours of the operating day”. Given you have been TfL Chairman for over 5 years, how can you justify TfL allowing a bus contractor to provide a bus service where no toilet is available for the bus driver. Accordingly, as TfL Chairman, what will you do to resolve this unacceptable situation?

The Mayor: Since I became Mayor in 2016, Transport for London has made significant progress delivering toilet facilities at the end of routes and has committed to not introduce service changes that would result in a lack of toilet provision. Bus operators must also ensure that toilets are provided at their driver rest facilities.
Route 394 has toilets allocated at either end of the route. The toilet in Homerton Hospital has been closed by the hospital as a result of COVID-19. At the other end of the route in Angel, the usual toilets at Sainsbury’s and Islington Police Station on Tolpuddle Street have also stopped access to toilets due to COVID-19. TfL are pursuing options with Homerton Hospital and the local Sainsbury’s to ensure that one of these facilities are made available to drivers again at the earliest opportunity. In the meantime, drivers can stop at Ash Grove bus garage in Hackney to use the toilets.
Route 286 has toilets in Greenwich, Cutty Sark, King William Walk (between the hours of 09.00-18.00) and Queen Mary’s Hospital, Sidcup. Drivers wishing to use facilities after the Cutty Sark closes in Greenwich can stop at New Cross Garage or another garage along the route and this can be arranged by contacting the iBus control room.
Route R2 has toilets allocated at Walnuts Shopping Centre from 0900 to 1730 in Orpington. There are five trips before 0900 and seven trips after 1730. Drivers wishing to use facilities after the centre closes can stop at Orpington Bus garage.

Drink driving 2

Keith Prince: What are you and the MPS doing to tackle drink driving in London?

The Mayor: I set out bold and ambitious targets in my Vision Zero Action Plan and called for the UK Government to help enable Vision Zero, through new regulation and guidance. Please see my answers to MQs 2022/0346 and 2022/0349.
MPS officers make full use of all powers provided by the road traffic act 1988 conducting roadside breath tests where moving traffic offences or collisions have occurred and where officers suspect drivers of consuming alcohol. MPS policy requires that all drivers involved in road traffic collisions, irrespective of fault, are subject to a roadside breath test.
Tackling drink and drug driving is a priority for the Roads and Transport Policing Command (RTPC), which is jointly funded by the MPS and Transport for London, given it is one of the key sources of road danger. The RTPC has purchased 400 new evidential screening devices (ESDs) for the Roads Policing Teams to conduct drink driving enforcement.
The RTPC, with support from across the MPS, continues to support the annual NPCC drink and drug drive campaigns, which includes increased drink and drug drive patrols at key times of day, public education and engagement at transport hubs and next day court appearances for those charged with s5 (excess alcohol) and s4 (unfit through alcohol) offences of the Road Traffic Act 1988.

The London Stadium Revenue and Savings (1)

Caroline Pidgeon: I understand some new event space has been created at the London Stadium. In this financial year how much revenue does the stadium expect to make from these new revenue streams?

The Mayor: The physical event deck was designed and built as a part of the overall North Stand project. Whilst the opportunity to use the deck has enhanced the stadium as an overall venue hire proposition, London Stadium has not forecast any additional revenue in this financial year.

Gatwick airport expansion (2)

Siân Berry: You have previously said that an expanded Gatwick airport would be possible without the air and noise pollution problems that Heathrow would cause. The New Economics Foundation has found that new carbon values from Government indicate that the direct costs of carbon emissions from expansion at Gatwick would now more than double from £4.5 billion to £9.6 billion. Does this change your position on Gatwick?

The Mayor: Please see response to Question 2022/0525.

Recycling

Tony Devenish: Can you set out how you are ensuring that the recycling of construction materials is central to development and TfL projects?

The Mayor: Transport for London (TfL) projects follow procedures implementing the waste hierarchy, including developing waste management plans and using designing out waste workshops for large schemes.
When procuring, TfL follows the GLA Group Responsible Procurement Policy and Circular Procurement Toolkit. All TfL design and build contracts implement the requirements of my London Plan Circular Economy Statement guidance and its targets through contracts.
The Northern Line Extension (NLE), received an ‘Excellent’ CEEQUAL Award for sustainable design and construction. More than 845,000 tonnes of excavated material were beneficially used to restore a Victorian landfill to useful arable land. This enabled the NLE to achieve extremely high rates of reuse and recycling, with less than one per cent going to landfill.
TfL’s Sustainable Development Framework handbook aligns with my London Plan and ensures homes built by TfL meet, and where possible exceed its targets relating to resources and minimises waste; and promote circular economy principles and the use of sustainable and responsible materials.
More detailed information about TfL’s objectives and targets related to construction waste may be found the publicly available TfL Corporate Environment Plan and the TfL Property Development Sustainable Development Framework Handbook.

Reducing Private Car Ownership

Caroline Pidgeon: What specific actions are you taking to reduce private car ownership in London?

The Mayor: My transport strategy aims for 80 per cent of all journeys to be made by walking, cycling and public transport. Given the urgency of reducing congestion, addressing climate change and improving air quality, this aim is becoming increasingly important and bold action must be taken to reduce private car usage.
Since I became Mayor, London’s strategic cycling network has grown from 90km to 345km. I have converted 85km of bus lanes to operate 24/7 and invested £59m in bus priority to ensure buses are a fast and reliable option. Meanwhile the Elizabeth Line will transform connectivity.
During the pandemic, I worked with boroughs to deliver over 100 Low Traffic Neighbourhoods and over 370 School Streets. I recently increased the Congestion Charge level and hours of operation, which is expected to reduce car traffic. In addition, I expanded the Ultra Low Emission Zone in October 2021 and this has helped reduce traffic.
I commissioned the Element Energy report, published on 18 January, that sets out the scale of the action required to move London towards a greener future and net-zero carbon emissions by 2030. This includes cutting car traffic by 27 per cent. So I have asked Transport for London (TfL) to look at a future road user charging scheme. In the meantime, to ensure continued investment in alternatives to car usage, it is vital that TfL secures a long-term funding deal with government.

London Underground Cleaning Contract

Elly Baker: Following MQ 2021/1571 in May 2021 can you update me on when this review will be published and what the next steps are in terms of the future contract?

The Mayor: The review looked at the provision of cleaning services across the Transport for London (TfL) estate and considered a number of options including whether the service should be insourced. The conclusion at this time is to continue outsourcing its cleaning services but the situation will be kept under review. I’ve asked TfL to contact your office to take you through the key findings of the review.

Unsolicited Brake Applications (1)

Nicholas Rogers: What percentage of Crossrail trains are having unsolicited brake applications at the east and west signalling boundaries?

The Mayor: At the western boundary, the number of trains not successfully transitioning has been below 0.5 per cent since Trial Operations started in November 2021.
At the eastern boundary, the number of trains not successfully transitioning and experiencing an unsolicited brake application has been 2.9 per cent since the automatic transition was commissioned at the beginning of January 2022. In the last two weeks (to 14 March), this rate has increased to 5.5 per cent.
Please see my responses to Mayor’s Questions 2022/1250 and 2022/1251 for more information.

East and West London Signalling Boundaries (1)

Nicholas Rogers: Giving as much detail as possible, please update the Assembly on any and all issues that Crossrail is having at the East and West London signalling boundaries.

The Mayor: At the east and west signalling boundaries, Elizabeth line trains are designed to automatically transition between the Network Rail signalling system and the Communications-Based Train Control (CBTC) Automatic Train Operation signalling system on the Transport for London managed infrastructure. The transition is initiated by the CBTC signalling system and relies on the transmission of data over WiFi between the infrastructure and the trains.
If CBTC WiFi data is not being correctly transmitted to and from the infrastructure, the signalling system will fail to a safe state and automatically apply the brakes to bring the train to a stand. Please also see my response to Mayor’s Question 2022/1250.

TfL development

Emma Best: What learning is being undertaken from the Secretary of State’s decision to reject TfL’s development application for Cockfosters?

The Mayor: The key lesson is that the Secretary of State for Transport has chosen to prioritise car parking above the delivery of much-needed homes, including affordable homes. This is an unprecedented use of the Secretary of State’s powers which contradicts the Government’s stated ambitions on housing.
Following over two years of pre-application engagement with Enfield Council and extensive public consultation, Transport for London (TfL) received planning permission in February 2022. This proposal will deliver 351 new, sustainable homes, including 40 per cent affordable housing at a range of discount market and London Affordable Rent levels, alongside appropriate parking provision to support the local area.
The affordable homes will be prioritised for people who live and work in Enfield, a borough which has been set an ambitious target for housing delivery by the Government, including being designation as a ‘presumption authority’[i] to help improve delivery.
TfL has been tasked by the Department for Transport (DfT) to become financially sustainable, and yet the DfT is preventing the delivery of homes, that will not only house Londoners that need it most but will also generate long-term, sustainable revenue for TfL to reinvest into the capital’s transport network.
Following this decision, TfL is currently exploring all available options to ensure the development goes ahead.
[i] One of four worst preforming or ‘presumption authorities’ in London alongside Barking and Dagenham, Havering and RBK&C.

London Underground Pay (2)

Nicholas Rogers: What was the minimum annual gross pay of a full time London Underground train operator in each of the last ten years?

The Mayor: The below table provides the minimum annual gross pay for London Underground Train Operators over the past ten years.
These minimum annual gross pay amounts cover Train Operators who work part time hours, with the variations driven by the number of hours worked on a part time basis each year. All Train Operators are paid at the same rate, and the full time equivalent of this is provided also in the table.
Year
Minimum Annual gross pay
Full time equivalent annual salary
2012/13
£18,584.47
£46,416
2013/14
£19,267.18
£48,133
2014/15
£19,870.00
£49,673
2015/16
£10,134.00
£50,670
2016/17
£10,266.00
£51,329
2017/18
£12,062.00
£52,972
2018/19
£22,005.00
£55,011
2019/20
£11,300.00
£56,496
2020/21
£11,645.33
£58,021
2021/22
£11,812.20
£58,949

London Underground Pay (1)

Nicholas Rogers: Please provide the average annual gross pay of London Underground train operators including enhancements, overtime and other payments.

The Mayor: The average annual gross pay for London Underground Train Operators in 2021/22 is £57,299.57.
It is important to note that there are no minimum and maximum salary ranges for Train Operators as they are all paid the same rate. Any variation is related to the split between full time, part time and flexible working arrangements, coupled with any overtime accrued whilst performing alternative duties or late running.

London Underground Pay (3)

Nicholas Rogers: What was the highest annual gross pay of a London Underground train operator, including enhancements, overtime and other payments, in each of the last ten years?

The Mayor: The below table provides the maximum annual gross pay for London Underground Train Operators over the past ten years.
These values include overtime payments accrued when performing alternative duties or late running. In 2021, alternative duties and overtime accrued were more prevalent as a higher number of Train Operators were seconded to different roles as part of Transport for London’s response to Covid-19.
Year
Maximum Annual gross pay
2012/13
£50,139.01
2013/14
£51,883.95
2014/15
£53,158.72
2015/16
£54,189.74
2016/17
£54,766.16
2017/18
£55,746.36
2018/19
£56,447.35
2019/20
£59,593.66
2020/21
£67,316.05
2021/22
£62,682.06